Loading semi-trailers on railway cars



Jan. 12, 1960 B. WILLIAMS 2,920,580

LOADING SEMI TRAILERS 0N RAILWAY CARS Qriginal Filed July 6, 1954 9 Sheets-Sheet 1 hale if Fl: it.

mvgN oR Byron wlllIOmS BY W Mao-2J ATTORNEY Jan. 12, 1960 B. WILLIAMS 2,920,580

LOADING SEMI-TRAILERS 0N RAILWAY CARS Originalv Filed July 6, 1954 9 Sheets-Sheet 2 INVENT. oR Byron wlllloms ATTORNEY Jan. 12, 1960 a. WILLIAMS LOADING SEMI -TRAILERS ON RAILWAY CARS Original Filed July 6, 1954 e Sheets-Shet 3 mvzsuyon Byron wllhums ATTORNEY Jan. 12, 1960 B. WILLIAMS 2,920,580

LOADING SEMI-TRAILERS on RAILWAY cans Original Filed July 6, 1954 9 Sheets-Sheet 4 X'MWMwg 22 F I6. 25 a? INVENTOR Byron Williams g BY 7 FIG. 26. ATTORNEY Jan. 12, 1960 I B. WILLIAMS 2,920,580

7 LOADING SEMI -TRAILERS ON RAILWAY CARS Original Filed July 6, 1954 9 Sheets-Sheet 5 H629 FIG28 I2 1 L l8 18 v ax lo |o u Lvr 36 Turn from Fig.2?

INVENTOR; Byron Williams CkaLm M ruin.

B'. WILLIAMS LOADING SEMI-TRAILERS ON RAILWAY CARS Original Filed July 6, 1954 Jan. 12, 1960 9 Sheets-Sheet 6 mmdl V INVENTOR Byron Wil lioms OVA HQAM Jan- 12, 1950 B. WILLIAMS 2,920,580

LOADING- SEMI TRAILERS ON RAILWAY CARS Original Filed July 6, 1954 V 9 Sheets-Sheet '7 PAVED AREA 40 FOR HANDLING DEMOUNTABLE CONTAINERS mmm lil iiiiiiiigml w- R G1;|u.ge57 /.L -B fi fl i imH ll 1i i ii'! m- INCLINED RAMP 39 FIG.35 q |2 Brakeson t "LT R No br ukes I F I B' akes releasing l2 [4 brakes FIG.37 I2 gakes off INVENTOR. Byron Williams ATTY Jan. 12, 1960 a. WILLIAMS 2,920,580

LOADING SEMI -TRAILERS 0N RAILWAY CARS Original Filed July 6, 1954 9 Sheets-Sheet a F I MILE POST 42 2 l4 l2 l4 l2 4 I 2 l 2 2 I ItmIIIEE 'T-H-T -T.-Tiim11i'RP I I 3 l3 \l3 INVENTOR.

B-yron Williams Jan. 12, 1960 B. WILLIAMS 2,920,530

LOADING SEMI TRAILERS ON RAILWAY CARS Original Filed July 6, 1954 9 Sheets-Sheet 9 Fl 6.42

fifijiil llilllllgiiiiill PAVED AREA INVENTOR. Byron Williams W NM United States Patent LOADING SEMI-TRAILERS 0N RAILWAY CARS Byron Williams, Waxahachie, Tex.

Continuation of application Serial No. 441,401, July 6, 1954. This application January 7, 1958, Serial No. 707,538

12 Claims. (Cl. 104-29) This invention'relates to theloading and unloading of highway semi-trailers and/or their demountable containers on folding "fiat top railroad cars.

.It is of national interest that the American railroads remain operative, and preferably self-sustaining. Due to the increasing number of motor trucks and trailer combinations presently serving .this nations commerce, the haulage business of railroads has not kept pace with our expanding economy. In recent years the trucking industry has indicated its desire to utilize the basic transportation facilities of the railroads by shipping their highway semi-trailers or the demountable containers of such semi-trailers on railroadflat cars under what is commonly known as piggyback" hauling. The problem now faced by the railroads is to devise away to load and unload such highway equipment that will be to the mutual advantage of the highway transport companies and railroads.

'The loading and unloading of semi-trailers on'flat top railway cars at the present time is a .laborious and expensive operation, and many times results in idle and nonproductive highway and railroad equipment, which necessarily increases the cost of the goods transported. Various solutions have-been oifered to this problem but a number of disadvantages have been experienced, particularly because the trailers areloaded and unloaded on. the

fiatcars'longitudinaliy of the car, necessitating rigid se-.

quence handling like that 'done by a circus or various switching operations and/or handling of the trailers in conjunction-with supplementalhoisting equipment. Also, the existing methods of loading and unloading demountable containers from highway equipment to railroad equipment has-the disadvantage of requiring special equipment restricted to handling demountable containers only.

It is an object of this invention [to overcome these singular disadvantages, while at the same time provide for both alternate methods by positioning the platforms of the fiat car transversely of or athwart the track rather than longitudinally as is .now done. Another object is to require theleastpossible changes in the standard construction of a flat car in order to accommodate embodiments of this invention. A further object is to connect pairs of =iiat cars in tandem in an articulated or linked manner so they may be folded to a jack-knifedposition so that the platforms of the cars may bepositioned transversely of or athwart the tracks. Another object is to position the platforms of the tandem flat cars transversely'of the tracks and in parallel relationship so that any selection of semi-trailers carried bythe flat cars may be driven on or off the platforms from or to ramps positioned adjacent the tracks to which the platforms of the tandem fiat cars are athwart. Or, under the alternate method, demountable containers may be selectively loaded or unloaded.

Another object is to provide link contact operable on the'tandem cars so that when they are actually pushed transversely ofparallel tracks the platforms-of the tandem ca'rswill be inpar'allel relationship with-each other.

2,920,580 Patented Jan. 12, 1960 A further object is to provide combination link pivotal stop and energy-storing devices which will prevent the platforms from assuming a folded position greater than one perpendicular with the tracks and which, after the cars have been positioned for loading or unloading and their brakes have been freed, will release their energy in a manner to cause the outboard or non-abutting ends of the cars to swing divergently from each .other.

The invention is based on the concept of having two flat cars in tandem with a deck-bearing bogie pivotally supporting .the outboard end of each car, and a common twin-trucked connecting bogie pivotally supporting .the inboard or abutting ends of the two cars, whereby the end bogies can'be on one track and the connector bogie on another track so that the ,platforms of the cars can be placed athwart two parallel tracks for loading and,u nloading of semi-trailer or demountable containers. This system of links comprising thetwo end bogies, the two platforms, and the connector bogiemust be maneuvered by a locomotive, so it is a further object of this inven-. tion to provide stability to this pivotally linked system during such maneuvering.

These objects, and others that appearhereinafter, can be realized by first the association with the main railroad track of a main spur track or siding track, asecondary or supplemental spur track or siding tracklaid parallel to such main spur. or siding track, and track switch means for connecting the secondary trackto the main track and for disconnecting the same after it has been so connected. Second, tandem flat cars eachhaving akingpin at each end so spaced that such kingpins are apart ,a distance equal to the distance betweenthe longitudinal center'lines of the two parallel tracks, the outer ends of the platform being supported by outer independent deck-bearing bogies turnable about the respectivekingpins. Third, the platforms of two such flat cars connected together at theirabutting ends by a twin-truck bogie including connector means or coupling deck ex-- tending between the kingpins at the abutting or inboard ends of the platforms adapted to space these,kingpins apart a distance equal to the distance between. the kingpins of the two free ends of each flat car under maximum folded condition, where the coupling member .together with apair of wheel-bearing trucks constitutes a common bogie for supporting the abutting ends of the platforms, and the abutting platform ends turnable about their respective kingpins, at right angles to the longitudinal. axis of the coupling deck of the common bogie. Fourth, standard drawbar means are provided for the outer independent deck-bearing bogies at the free .or outboard ends of each of the flat cars to enable a locomotive to maneuver the tandem flat carsthrough-the unique switching operations hereinafter to .be described. And fifth, provision o-f.a station for loading and unloading cousisting of two parallel tracks'each of which is gauged 57%" to accentuate normal transverse move ment of truck wheel flanges on such rails, inclined ramps provided laterally of the parallel tracks to provide travel means on and off the flat cars while .the platforms of the flat cars are positioned athwart the parallel tracks and perpendicularly thereto, and paved area to providehighway trucks travel means to abut the platforms of the flat cars for the transfer of demountable containers.

The invention is illustrated in the accompanying drawings in which Fig. 1 shows a main spur track R and,a secondary or supplemental spur track R on which the platforms of the tandem flat cars are positioned transversely perpendicular to such tracks R and R to be loaded or unloaded.

Figs. 2 to 7 inclusive show a pair of empty flat cars connected to a locomotive which by'pushing positions the empty fiat cars on the spur tracks, the steps being shown from the time the empty fiat cars enter the main spur track and are positioned transversely perpendicular to the spurs, at which position loading is done.

1 Figs. 8 to 13 inclusive show a pair of loaded flat cars connected to the locomotive which pulls the pair of loaded flat cars from completely folded position until they are again positioned in tandem relationship on the main spur track. Only one .pair of fiat cars is shown as being pulled for maneuvering multiple pairs of fiat cars requires other handling, as later shown.

Figs. 14 to 18 inclusive are perspective views of Figs. 3 to 7 inclusive with focus point rotated horizontally 180, showing a pair of loaded fiat cars connected to the locomotive in tandem relationship and the steps taken to push the loaded flat cars onto the spur track until they assume a side-by-side position parallel to each other and transversely perpendicular to both spur tracks, at which position unloading is done.

' Fig. 19 shows a side elevation of a pair of fiat cars positioned on the main track and connected in tandem relationship as shown in Fig. 2.

Fig. 20 shows a pair of flat cars positioned on the spur tracks in a substantially V-formation, with one of the fiat cars having a semi-trailer mounted thereon.

Fig. 21 shows an exploded view of a pair of flat cars .in disassembled relationship with the connectors for connecting the cars in tandem relationship.

' Fig. 22 shows a fragmentary section of the flat car in Fig. 19 showing the kingpin connection between the trailing end of platform of the flat car and the trailing or outer independent deck-bearing bogie and the standard draft gear connected to the deck of this bogie.

Fig. 23 shows a vertical section of the flat car showing the kingpin connection between the leading end of the platform of the fiat car, and the leading or outer independent deck-bearing bogie taken along YY of Fig. 19.

Fig. 24 shows an inverted plan view of the inflexible connector or common bogie with a fragmentary view of the platforms in parallel relationship and perpendicular to such inflexible connector or common bogie as shown in perspective in Figs. 8 and 18.

Fig. 25 shows a vertical section taken along line ZZ of Fig. 24 of the combination link pivotal stop and energy-storing devices mounted-on the underside of the platforms as shown in Figs. 21 and 24.

Fig. 26 shows an enlarged end sectional view taken along XX of Fig. 23 showing the air line arrangement for traversing the pivotal connections of the flat cars for braking power of the cars.

Fig. 27 is a partial plan view, with parts broken away, of Figs. 2 and 19, showing fragmentary view of platform 1 and connecting deck 13 with its curved end 13 coacting idlz with spring-biased energy-storing devices 10 and 10 Fig. 28 is like Fig. 27 except that the deck 13 has been turned at 45 as shown in Fig. 6 and shows continued idle action of energy-storing device 10' and the start of bearing action of energy-storing device 10 against non-curved edge 21 of deck 13.

Fig. 29 is a plan View of the flat cars on parallel tracks as shown in Figs. 8, 18 and 24 and showing energystoring device 10 of platform 1 coacting idly with the curved end 13 of deck 13 and energy-storing device 10 of platform 1 acting as a link pivotal stop with piston 34 biased by a fully compressible spring 31 and consequently storing maximum energy. Also in this view, Fig. 29, there is superimposed over platform 2 a fragmentary view of platform '2 (dotted lines) showing that when kingpin 11 through aperture 15 is rotated as indicated to 11 through 15" about radius A the energy-storing device 10 of platform 2 bears less than maximum against deck 13 since piston 34 is not fully compressing its spring 31 and the energy-storing device 10 of platform 2 continues to coact idly with curved end f deck 13.

Figs. 30, 31 and 32 are fragmentary enlarged views of Fig. 23 with relative center lines showing range of applicability of truck wheel flanges to rails having special gauge of 57%. In particular Fig. 31 shows position of truck wheels of bogie 14 when bogie 14 is on track R as shown in Fig. 7 and subsequently in Fig. 37. Also, in particular Fig. 32 shows position of truck wheels of common bogie 13 when bogie 13 is on track R as shown in Fig. 7 and subsequently in Fig. 37.

Fig. 33 shows parallel sections of specially gauged tracks R and R having their center-lines apart distance B, Fig. 1, and the range of applicability of distance A, Figs. 21 and 29.

Fig. 34 is a plan view of station having all the characteristics of Fig. 33 and in addition an inclined ramp 39 placed adjacent one track and a paved area 40 adjacent the other track to permit the transfer of semi-trailers and/ or demountable containers from or to highway equipment.

Figs. 35, 36 and 37 are diagrammatic plan views for the purpose of showing sequence of operating positions of a pair of fiat cars due to mechanical power exerted by the energy-storing devices when brakes are released and the locomotive remains at rest. A center line CL is shown running down through all the figures to locate the respective positions of the tandem cars with respect thereto. Fig. 35 shows the two fiat cars in parallelism athwart the two spur tracks, spotted there by the locomotive, with all brakes on. Fig. 36 is a view similar to Fig. 35 except that as the brakes are being released from the wheels of the two flat cars, but still grip the wheels of the locomotive, platform 2 takes the divergent position shown, due to action of the energy-storing devices from which energy is being released. Fig. 37 is a view similar to Figs; 35 and 36 except that all brakes on the fiat cars are now re leased whereupon the platforms 1 and 2 assume the position shown in this figure.

Figs. 38, 39, 40 and 41 are diagrammatic plan views, similar to Figs. 35, 36 and 37, for the purpose of showing sequence of operation positions of multiple pairs of fiat cars, with no locomotive shown. These figures, with respect to the common center line CL, show the action of the energy-storing devices on the respective platforms 1 and 2 in the same sequential steps as shown for a pair of fiat cars having diminishing braking in Figs. 35, 36 and 37. These same Figs. 38, 39, 40 and 41, with respect to center line of mile post 42, show identical action of the energy-storing devices on the respective platforms 1 and 2 when the multiple flat cars are traveling the tracks under varying conditions of kinetic energy; Fig. 38, with respect to mile post 42, shows traveling multiple flat cars with kinetic energy greater than that of the energy-stor ing devices. Figs. 39 and 40, with respect to mile post 42, show traveling multiple fiat cars with kinetic energy diminishing and Fig. 41, with respect to mile post 42, shows traveling multiple fiat cars with kinetic energy less than that of the energy-storing devices! Fig. 42 shows a station having siding tracks made up of two stations having spur tracks, as illustrated by the combination of track arrangement in Fig. 8 (no flat cars or locomotive) and Fig. 18 (no flat cars or locomotive).

Fig. 43 shows the track arrangement of a station as shown in Fig. 42 with multiple fiat cars positioned thereon.

Fig. 44 shows similar track arrangement as shown in Figs. 42 and 43 with locomotive pushing multiple cars toward converging tracks for tandem alignment.

Fig. 45 is a view of Fig. 44 with its diagrammatic features rotated horizontally to show the position of the flat cars required in order to maneuver multiple pairs of flat cars in a direction opposite to that shown in Fig. 44.

Referring more in detail to the drawings, 1 and 2 indicate .the platforms of a pair of flat cars on which the semi-trailers and demountable containers travel while carried thereon in the so-called "piggyback fashion. The

tures 15 in the members. grooves which are adapted to receive the complementary claim *aie identical in construction and the description ofplatforrn 2 only will be'described. The platform is rectangular in shape havingtwop'arallel sides 3 and twointegral parallel sides 4 perpendicular to sides 3. ontop of the platform and 'flush with the parallel sides 3are mounted L-shaped angle members 5. Mounted on the centerline of platform'2 is a U-shaped channel member'designed generally at 6. This member has a web 7 'with two upstanding integral flanges "8 perpendicular to the web 7. These L-shaped angle members and the U- shaped channel member serve as guides and support beams for demountable containers and as stringers to support the-semi trailertravel way to form the platform of the flat car as seen in Fig. 20. Theunderside of the platform 2 has a-plurality'of protruding circular rings *9 concentric with'the kingpins 11 or 11 the purpose of which will be later explained.

Also on the underside of the platform 2 and'at 'each side thereof adjacenttheabutting end is mounted a pair of combination link pivotal stop and spring biased energystoririg devices 10 and 10 shown in detail'in Fig. 25, the purpose of which will also be later explained. King- .pins 11 are perpendicularly mounted on the underside of the platforms 1 and 2 adjacent to their outboard ends to pivotally secure the platforms to the outer independent deck-bearing bogie generally designated at D and D while kingpins 11 are perpendicularly mounted on the underside ofthe platformsl and 2 adjacent their inboard ends to pivotally secure the platforms to the coupling deck of the common bogie generally designated at E and I 'In Fig. 21 is shown the deck members 12, 13' and 14. The deck 13 serves as'a connecting or linking member to interconnect the platform of the flat cars in tandem relationship, and has semi-circularly curved ends 13 and 13 curved to have the same radius from adjacent aperture The deck members 12 and 14 may or may not have semi-circular ends 12 and 14 respectively served to connect the pair of platforms 1 and 2 to other rail equipment and/ or the locomotive L, and together act as a link contact stop serving to limit the degree of combined folding of the two car platforms 1 and 2. These deck members 12 and 14 are apertured at 15" and receive thekingpins 11 of the flat car platforms 1 and 2 am ne mounted from four Wheeled trucks D and D 'respectively to form the outer independent'bogies when the flat cars are assembled as in Figs. 19 and 21. Connecting de'c'k member 13 has two such apertures 15 and receives the kingpins 11 The kingpins 11 and 11 o'f each platform 1 and 2 being spaced adistance apart equal to the distance between the longitudinal center-lines of a'main spur or siding track R and a supplemental or brauch'spur or siding track R mounted on cross-ties to permitthe flat cars tobe placed transverse or athwartship of the tracks R and R Such kingpins being positionedthrough the apertures 15* and 15 respectively of the deck members and rotatably received such as in the bolster 16 of the truck such as D at 17. Theelongated deck members 12 and 14 also have mounted, in any suitable manner, adjacent the end 18, a draft gear and coupling 19, the end of which protrudes the standard distance beyond the end 18 to connect the flat car to other rail equipment.

The deck members 12, 13 and 14 also have a plurality of recessed circular grooves 19 concentric with the aper- Lubricant is placed in the circular protruding rings 9 on the undersides of the platforms 1 and 2. The apertures 15 in the deck members 12 and 14 which receive the kingpins 11 are spaced at distance equal to one-half the distance between the apertures 15 which receive the kingpins 11 in the coupling or connecting deck member 13 to prevent the flat cars from folding to a condition wherein the sum of the angles made by the pair of car platforms 1 and 2 and the connecting deck member 13 is not more than 180.

The truck D and 'thedeck 12 supported thereonco'mprises a 'bogie; truck D :and "the deck 14 supported thereon comprises another bogie;

forms 1 and 2 near the longitudinal edges thereof as 7 shown in Fig. 24 and details of -10 and 10 are fshow'n in detail in Fig. 25. These energy-storing stops are adapted to 'coact idly with'the curved ends .13" and 1-3? of coupling deck member 13, Fig. 27, 'and commence to 'bear against the coupling deck'member 13 "at its noncurved inside face 21 when the'platforms 1 and 2 are respectively positioned 45 withsuch coupling deck member 13, Fig. 28, while having a transverse relationship of the tracks R and R The dual purpose of the combination stop and energy-storing device is to prcventthe platforms 1 and 2 from rotating -to a position beyond with the coupling deck member 13, and, therefore, not transversely perpendicular to the tracks R and 'R' while simultaneously givingstability to the pivotally connected link members and storing energy for future use as mechanical power.

Referring to Fig. 25, the detailed construction of the combination link pivotal stops and energy-storing devices 10 and 10 is as follows: They are rectangular in shape with two parallel sides 22 spaced apart at one end by an integral centrally apertured member 23 perpendicularto the sides and a plug or end closure plate 24 T-shaped in cross section spacing apart the parallel sides 22 atth'e other end. The plug 24 has a portion 25 which engages the inner face 26 of the sides 22 with lateral flanges 27 perpendicular to the portion 24 which fit against the ends of the sides 22 at 28, the plug being secured -by-a bolt 29 the head only of which is shown.

This assembly forms a hollow member in whichis mounted for horizontal reciprocation a spring controlled piston designated generally at 30. The spring 31 is similar to an elongated spring in a usual draft gear andis connected at one end to the inside face of the plug 24 at 32, with the other end of the spring being connected to the piston plunger 33. The piston plunger 33 has a may be. If the spring 31 loses some of its biasing effect;

it can be adjusted by inserting a liner in the cylinder in front of the plug 24.

Referring to Fig. 26, an air line arrangement traversing the pair of flat cars through the four apertures 15 will permit the flat cars to brake whether in tandem or jackknifed relationship as the occasion arises. The air-conducting pipe or line traversing aperture 15, Fig. 26, designated generally at 37 is positioned in the U-shaped channel member 6 and has connected thereto a coiled flexible air hose 38 which is coiled to permit the flat cars to make a 90 turn, right or left, without the hose'binding. The brakes required are conventionally mechanicaland air brakes mounted on the outer independent deck-bearing bogies and specifically omitted on the common connecting bogie. Conventional braking can thus be obtained when the flatcars are in tandem position and used 57%" gauge of rails.

andenergy-storing devices 10 and with piston rods '34 extended by the devices internal springs so that the heads 36 co-act idly with semi-circularly curved end 13 of connecting deck member 13. Since the curved end 13 is semi-circularly curved to have a consistent radius from adjacent kingpin 11 apertured through -15 .the co-action between this portion of the link member 13 and heads 36 will remain an idle action until there is suflicient pivotal movement between deck 13 and platform 1 to cause the point of co-action with deck 13 to be other than on the semi-circularly curved end 13.

In Fig. 28 is shown pivotal movement of deck 13 so that such link is at 45 with platform 1. Under such 'conditionhead 36 of energy-storing device It) continues its idle co-action with curved end 13 while head 36 of energy-storing device 10 now commences to co-act with non-curved face 21 of-deck 13. Continued pivotal movement of the two link members will cause hearing action of head 36 of energy-storing device 10 by the compression of the internal spring through piston rod 34 of such device while head 36 of energy-storing device 10 will continue its idle co-action with curved end 13.

Fig. 29 shows, among other things, similar portions of the same partial plan view of Figs. 27 and 28 wherein maximum pivotal movement of deck 13 with respect to platform 1 has been obtained. In this Fig. 29 the head 36 of energy-storing device 10 continues its idle coaction with deck 13 since the point of co-action is yet on the semi-circularly curved end 13* and the head 36 of device 10 is exerting maximum bearing action by the fully compressed internal spring through piston rod 34. The energy storing device 10 of platform 1 is now storing maximum releasable energy since its internal spring is fully compressed and since such point of coaction between head 36 and non-curved edge 21 of deck 13 is at the maximum radial distance from adjacent kingpin 11'= as its fulcrum. This same device 10 of platform 1 under such condition is now a pivotal stop with its internal spring fully compressed and limits any further pivotal movement between the link members platform 1 and deck 13, and such device, as well as others referred to in these specifications, is properly termed a {combination link pivotal stop and spring-biased energystoring device. This same Fig. 29 shows the limits of piston stroke, designated as PS, of the combination link pivotal stop and spring-biased energy-storing devices to be when the scale of apparatus illustrated is resolved to actual dimensions of railway equipment. Also shown in this Fig. 29 is a superimposed fragmentary view of platform 2 (dotted lines) showing that when kingpin 11 of platform 2 is rotated as indicated to 11 about radius 'A the energy-storing device 16 of platform 2 bears less 'than maximum against deck 13 with less than maximum leverage about its fulcrum kingpin 11 of platform 2 since piston 34 of such device does not have a fully compressed internal spring. Such a changed position of platform 2 renders the mechanical power of forces stored in device 10 of platform 1 about kingpin 11 of platform 1 not in equilibrium with the mechanical power of forces 'stored in device 10 of platform 2 about kingpin 11 of platform 2. Prior to explaining the results of such an unstable condition, the means by which kingpin 11 of platform 2 is displaced to the illustrated position of 11 in Fig. 29 will be discussed.

Referring to Fig. 30,- the standard 56%" gauge of wheel flanges is shown to be 1" less than the special This same difference in gauges is shown in Figs. 31 and 32 with the centerline of the wheels displaced /2 on one side of the center-line of the rails in Fig. 31 and displaced /2" on the other side in Fig. 32. These Figs 31 and 32 illustrate a maximum transverse displacement of center-line of wheels to center- =line. of rails to be 1" and such displacement is hereinafter referred to as expanded tolerance between gauge of wheel flanges-and gauge of rails.

In the existing railroad art, the wheels of standard 4- wheeled trucks make contact with standard gauged rails at four points which points of co'ntact form the corners of an imaginary equal angle parallelogram. Due to the tolerance between gauge of wheel flanges of standard 4- wheeled trucks and standard gauge of rails, such imaginary equal angle parallelogram has adaptability not only on standard track with non-curved rails but also on standard track with curved rails. The adaptability of standard '4-wheeled trucks to both straight track and curved track is restricted by two limitations; namely, the amount of tolerance between gauge of wheel flanges and gauge of rails and the degree of curvature of the curved track. Within the bounds of such limitations that permit the equal angle parallelogram of 4-wheeled trucks to adapt to curved track such equal angle parallelogram of 4-wheeled trucks can be variously adapted on straight track by rotation about different radii. The maximum possible radius, about which the equal angle parallelogram of4-wheeled truck can be rotated, is infinite radius and this condition simulates the action of 4-wheeled trucks traveling straight track and the minimum possible radius, about which the equal angle parallelogram of 4- wheeled trucks can be rotated, is no radius and this condition simulates 4-wheeled trucks oblique the straight tracks. It is a major purpose of this invention to expand by A" the tolerance between gauge of wheel flanges and gauge of rails to provide a particular adaptability of standard 4-wheeled trucks rotated about a given radial distance, herein designated as distance A, on specific sections of parallel straight track where maximum releasable energy is stored in the combination link pivotal stop and spring-biased energy-storing devices. In this connection reference is again made to Fig. 29 and the displacement of kingpin 11 of platform 2 by rotation about radius A to the superimposed location of kingpin 11 of platform 2. Again assuming the scale of apparatus illustrated to be actual dimensions of railway equipment and further assigning the indicated distance A of platform 2 to 26 or 312", then the calculations for displacement of kingpin 11 to 11 would be substantially as follows: (Distance A)"+ v (Displacement)==(Distance A+T0lerance) Although there is an equal relationship between distance A and distance B as such, there is shown in Fig. 33 a range of applicability of the bogie links which depend from the extremities of distance A, Fig. 21, to the rails which are gauged specially with reference to the extremities of distance B, Fig. 1. This range of applicability of distance A to distance B, which has been expanded by the rails being specially gauged 11" greater than standard rail gauge of 56 /2", permits each energy-storing device to swing its relative outer independent bogie divergently one from another a combined distance of 50" when there is no other counteracting force greater than or equal to the effective force of the pisto'n rods 34 acting about kingpins 11 as fulcrums.

Reference is again made to Fig. 29 and the displacement of kingpin 11 of platform 2 to the illustrated location of 11 and the unstable mechanical power of the respective energy-storing devices of platforms 1 and 2 previously mentioned. In this connection, Figs. 35, 36 and 37 show diagrammatically the sequential positions of platforms 1 and 2 of a single pair of flat cars in equal- 12mg respective mechanical power stored in the springbiased energy-storing devices 10 and 10 when external counter-acting forces are reduced below the effective forces of the stored mechanical power. In Fig. 34 is shown the embodiment of apparatus which constitute a station and the adaptation of a single pair of flat cars as ustrated in Fig. 29 to this Fig. 34 is the essence of apparatus illustrated in Figs. 35, 36 and 37 with a common center-line CL and locomotive added. In Fig. 35 isshown a single pair of flat cars with platforms 1 and 2 parallel and transversely perpendicular to paralleltracks R and R connected to locomotive L which has caused the fiat cars to be soplaced. The respectivecombinatlon "link pivotal stop and spring-biased energy storing devices 'of platfo'rms '1 and 2 in conjunction with deck members 12*an'd 14 acting as link stop have caused the platforms land 2 to assume this, parallel relationship transversely perpendicular to the tracks R and R since there is no counteracting force or braking power effecting the common twin-trucked connecting bogie supporting deck num- "ber 13. The external brakingpower on both the locomotive L and outer independent bogies supporting decks 12 and 14 cause the pair of fiat cars illustrated in this Fig. 35 to-remain as positioned with maximum releasable energy being stored in therespectiveenergy-storing devices which have bearing action against deck member 13.

Fig. 36 shows the next sequential step when brakes on the pair of fiat cars are releasing. With braking force on the outer bogie supporting deck '14 diminishing, such outer bogie is caused'to be displaced 25" away from the other outer-bogie along track R by pivotal action-of the linking members platform'2 and deck 13 through the releasing energy of the respective energy-storing device which has inter-connected such linking members withbearing co-action. Such position of a pair of fiat cars is a transitional condition and will not remain as such since there is no equilibrium between the stored energy of the respective energy-storing devices of platforms 1 and 2. The effective force of the remaining stored energy affecting platform 2 is less in magnitude and acts'about a lesser lever arm than the eifective force of the stored energy affecting platform 1. Such unstable conditions of stored energy will be instantaneously corrected to cause the platforms 1 and 2 of the pair of flat cars to assume aposition as shown in Fig. -37. The outer independent bogie'supporting deck 12 being connected to locomotive'L with its brakes still applied will remain as originally positioned, and this feature is illustrated in the Figs. 35, 36 and 37 by such deck 12 relationship to the center lineCL common to these three figures. However, the equalization of stored energy will cause the non-restricted common bogie supporting deck 13 to transverse track R 'a final 1 distance of 25" in the same direction as the movement of outer bogie supporting deck 14 along track R and in turn the end of the transitional period of adjustment will find the outer bogie supporting deck '14 having moved away from the outer bogie supporting deck 12 a final distance ofSO.

Figs. 38, 3'9, 40 and 41 show multiple reproductions of Figs. '35, 36 and 37 with no locomotive. With respect to center line CL common to each of the Figs. 38, 39, 40 and 41 the individual movement of the respective platforms '1 and 2 is shown and each such movement becomes eflective as there is energy released from the respective energy-storing devices and concurrent equalization of stored energy of all energy-storing devices affected. These Figs. 38, 39, 40 and 41 also show the same identical action of the respective platforms 1 and 2 under conditions whereby the multiple flat cars are traveling the tracks R and R with diminishing momentum past the centerline of mile post 42. These Figs. 38, 39, 40 and 41 with respect to mile post 42 will be later discussed in more detail in an operational method for multiplepairs of flat cars.

In Fig, 42 is shown a multiplication of the embodiment of apparatus which constitute a station as shown in Fig. 34. A particular feature of this illustration is to show the manner in which two divergent tracks are laid to approach the specially gauged parallel tracks of a station and the manner in which two convergent tracks are laid to lead from the specially gauged parallel tracks of a station. This particular track arrangement operates 10 to a distinct advantag'ev'vlien thetparallel sections of specially gauged tracks cease to be parallel and the i gaug'e of such tracks revert tostan'dard gauge of 56 /2 with the consequent loss of expanded toleranceof gauge of wheel flanges to gauge of rails. The'significance of such track arrangement is shown subsequently in Figs. 44 and and will be explained later in'a discussion of operational method 'for multiple pairs of fiat cars.

Fig. 43 shows the adaptation of multiple pairs of flat cars to'the station tracks shown in Fig. 42 with no locomotive shown. It is a similar illustration of Fig. 38 with'th'e addition of convergent and divergent portions of standard track connected to parallel station tracksshown.

In Fig. 44 is shown multiple pairs of fiat cars bein'g pushed by a locomotive L from parallel sections of specially gauged station tracks over convergent standard gauged track for tandem alignment. It-is particularly significant that as track R commences to converge toward track R it does so with curved rails for at such point there is the transition from specially gauged rails to standard gauged rails and thus the loss of expanded tolerance of such rails is ofiset by the curvature of such rails to permit the respective energy-storing devices to swing the outer independent bogies away from each other. In this Fig. 44 is shown the locomotive pushing force being transmitted along track R through the link members deck 12 anddeck 14 where co-actable to the link member deck 12 of the leading fiat car. The link members deck 13, being supported by non-restrictive idle dollies or twintrucked common bogies, travel the track R from forces transmitted by the respective combination link pivotal stop and energy-storing devices 10 and 10 The locomotive push transmitted to link member deck 12 of the leading flat car is restricted in magnitude so that pivotal forces of the respective energy-storing devices on platforms 1 and 2 of such leading flat car are not overpowered and the releasable energy of such energy-storing devices are added to the locomotive force to cause the leading flat car to unfold while being maneuvered toward a single track for tandem alignment.

Fig. 45 illustrates the identical operation of multiple pairs of flat cars as that shown in Fig. 44 with the diagrammatic features rotated horizontally showing the position of linking members when their movement is in a direction opposite that shown in Fig. 44. It is of particular significance that multiple pairs of fiat cars be maneuvered from a station by pushing action of a locomotive and in order to accomplish this end one of the two methods illustrated by Fig. '44 or Fig. 45 is to be employed dependent upon the direction of movement desired.

Further reference to the drawings is directed to Fig.1 and Fig. 21. The equal relationship of distance A between the kin'gpins depending from platforms -1 and 2 (Fig. 21) and distance B between the center-lines 0f the tracks R and R (Fig. 1) cause the car platforms 1 and 2, when pushed on paralleltracks, to assume a generally transverse or athwartship position with the tracks R"- and R but yet leave them pivotally free to wobble independently owing to standard tolerance 'between'rails and wheel flanges, which permit l-wheeled trucks to negotiate standard gauged curved rails, and the added tolerance resulting from the specially expanded gauge ofthe parallel tracks. A portion of such objection is overcome by link contact 12 with 14 Fig. 29, of the two outer independent deck-bearing bogies 12 and 14 shown in Fig. 21 to have the combined distance C+6 plus another C+6 which combined linkage distance equals the indicated distance C+C+12 of the common bogie 13. Such combined linkage distance on track R being equal to the linkage distance :on track R eliminates "independent wobble of the platforms 1 and 2when' the cars are pushed on parallel tracks and causes the plat-forms '1 and a to have :a parallel relationship; howeve'r, ndthing yet prevents unit wobble of .the pair offiat cars having the fw'b platforms '1 and 2 parallel. The two parallel car platforms 1 and 2 are caused to travel the tracks R and R perpendicularly by the combination link pivotal stop and energy-storing devices 10 and 10 which limits link rotation while releasable energy of 10 counteracts releasable energy of to prevent unit wobble and causes the car platforms to become transversely perpendicular while being pushed on the parallel section of the tracks without use of thrust bearings.

Prior to giving detailed operational methods, principles of dynamics relating to forces to be applied to and transferred by the flat cars need be considered. Owing to the nature of the maneuvering equipment, a locomotive by pushing or pulling produces va single force longitudinal of the tracks thereon. Such single force transferred to the flat cars in tandem relationship remains a single force and such single force transferred by pushing of .the locomotive to the flat cars on parallel tracks remains a single force through the link contacts of the outer independent bogie decks and the pivotal stops of the flat cars.

However, when the fiat cars are being maneuvered by a- ;locomotive over divergent or convergent tracks or being .pulledon parallel tracks the single force of the locomotive is resolved into component forces incident to the .links of the flat cars. In maneuvering the flat cars by ,a locomotive where component forces result, the single force of the locomotive is resolved into potential energy stored in the energy-storing devices or kinetic energy re leasing from the energy-storing devices and/or resultant forces incident to longitudinal axis of the tracks involved which resultant forces may be less or greater than the locomotive force as the case may be. With locomotive .pushing a pair of flat cars over divergent tracks, Fig. 6, the resultant force necessary to maneuver the leading bogie of the leading flat car is the single force of the locomotive less the forces consumed as potential energy ,by the energy-storing devices and with locomotive pulling ,a pair of flat cars over convergent tracks, Fig. 9, the re sultant force necessary to maneuver the trailing bogie of the trailing flat car is the single force of the locomotive plus the forces released as kinetic energy from the energystoring devices. With a pushing movement of the flat ,cars on parallel tracks there also is positive contact of Tthe several links comprising the flat cars. Consequently, owing to the absence oflink contact for the positive trans- ,fer of the single force of the locomotive when the fiat cars are traveling divergent or convergent tracks or being maneuvered by pulling on one of the parallel tracks, loco- .motive operation to maneuver the flat cars is restricted to a pushingor pulling movement of a single pair of fiat cars over divergent or convergent tracks and a pushing movement of multiple pairs of flat cars over parallel tracks. This restriction of locomotive operation does not preclude the use of locomotive forces to impart momentum to the several links of multiple pairs of flat cars while in tandem relationship on straight track or in fully folded condition on parallel tracks.

In operation of a single pair of tandem flat cars, the specially connected tandem flat cars are pushed by a locomotive connected to the pair of flat cars with both flat -cars riding on along one main track until the leading bogie of the leading fiat car has moved past the track switch means, which is then operated to give access to the supplementary track so that as the locomotive continues to vmove the pair of tandem flat cars, the intermediate common or connector bogie between two flat cars is diverted to ride onto the secondary or supplementary track. As soon as this has been accomplished, the track switch means .is again operated to close access to the supplementary track so that the trailing independent bogie of the trailing flat car continues to roll on the main track past the track switch means, whereupon the platforms of the pair of fiat cars assume a jack-knifed or divergent position more or .less of V formation while positioned on the divergent portion of the respective tracks. Continued pushing movement of the locomotive causes'the V to close up until the platforms of the pair of flat cars assume a side-by-side position parallel to each other athwart the tracks as the divergent tracks become parallel one with the other. Continued pushing by the locomotive on the main track maneuvers the pair of fiat cars to a station where application of braking power spots the pair of flat cars and demountable containers can then be loaded or unloaded as the case may be, or semi-trailers can be driven on or from inclined ramps located at sides of the parallel tracks. Then this process is reversed as to its steps to get the pair of flat cars back onto the main track again in tandem relation.

A feature lies in the manner and means whereby the movements are reversed to re-align the pair of fiat cars in tandem upon the main track from their parallel position athwart the parallel tracks. To this end, a pair of combination link pivotal stop and spring-biased energy-storing devices are provided each being eifective between the connector or common bogie and the adjoining end portions of a respective platform to limit rotation to a maximum of and resist resiliently the jack-knifing movement of the platforms while storing potential releasable mechanical energy incident and corresponding to such movement.

This stored energy becomes effective when released to reverse the jack-knifing movement of the platforms on the parallel tracks. With the pair of flat cars spotted at a station and ready to be returned to tandem alignment on the main track the platforms assume a tight V formation while yet on parallel tracks as braking power isreleased incident to the start of the pulling movement of the locomotive which is required to reverse the operational steps in order to return the pair of flat cars to tandem relationship on the'main track. In such operation, mechanical power released by the energy-storing devices assists the pulling locomotive to overcome static inertia of the pair of flat cars heretofore at rest at a station.

The detailed operation for positioning the platforms of a pair of flat cars in parallel relationship and transversely perpendicular to or athwart the tracks R and R at a station and subsequently returning the pair of flat cars to tandem alignment is as follows: assume the tandem flat cars to be in the position shown in Fig. 2 with the locomotive L coupled to the tandem fiat cars by means of the draft coupling 19 at its protruding end 20. The locomotive L pushes the tandem flat cars along the main track R until the leading bogie of platform 2 has passed through open switch S the details of which are not shown. After the leading bogie has passed through the open switch S onto the main track R as shown in Fig. 3, the switch is closed to divert the common bogie of the platforms 1 and 2 onto supplemental track R as shown in Fig. 4. The switch S is then opened to permit the trailing bogie of platform 1 to roll onto the main track R and the platforms 1 and 2 assume an open V or divergent formation as shown in Fig. 5. Further pushing of the locomotive L causes the open V to close to a V formation as the three bogies are moved further along the divergent tracks, Fig. 6. At substantially this point, the combination link pivotal stop and spring-biased energy-storing devices cease their idle co-action and start bearing action as shown in Fig. 28.

'Further pushing of the locomotive L causes the V formation of the platforms 1 and 2 to close to a tight V as shown in Fig. 7 and, concurrent with such continued pushing, the counteracting pivotal forces of the combination link pivotal stop and spring-biased energy-storing devices are proportionally increased to counteract the proportionally increasing component forces of the locomotive incident to the platforms 1 and 2 which otherwise would tend to derail their linking bogies. Also, during such maneuvering, the combination link pivotal stop and spring-biased energy-storing devices are increasingly storing releasable energy for future use. Continued pushing of the locomotive L maneuvers the pair of flat cars along tracks R and R until such tracks become parallel with rails gauged "1'3 'sp'ecially to' 57%"and thepla-tforms l-and-Z'assum'ea side by#side position parallel to eachother-perpendicularly transverse of th'e tracks R and' R When the platforms 1 and 2-have reachedthe' parallel section of the tracks R "and-R andthelbcbmotive Lcohtiniies its push on the trailingbo'g'ie" on tra'ck R such push is transmitted to the leading bogie also on track R through their contact one with the other, whichlink contact causes platforms 1 and "210 be inparallel relationship; and the common bogie is caused to travel track R by the action of the combination llnkpivotal-stop and spring-biased energy-storing devices and'-10 ,-which link "contact through pivotal stops 'lir'nits the platforms l and 2 from assuming a position greater than 90-with the longitudinal axis ofthe common bogie. By such pushing operation ofthe locomotive and the breaking power on the flat cars, the platforms 1 and-2 am spotted at astation as shownin Fig. 8.

W1th'the platforms 1 and2-of a pair of flat cars positioned as 'sh'own inFig. S at-a station as shown in Fig. 34 an-inclined ramp '39 and/or'paved area 40 positioned "laterallyof' either track R or R permits-loading of semitrailers 'ordemountable containers as the case may be. 'If desired, inclined 'ramps 39 may be positioned laterallyof'both tracks R and R to permit forward travel -by truck tractors loading semi-trailers, and then off, thereby eliminating the necessity of back semi-trailers into position'on the platforms 1 and 2. To position the loadedplatforms land 2 of'a pair of fiat cars as shown in Fig. 8 onto the main track R in tandem relationship the detailed-operations which are in essence reversed with the locomotive pulling the single pair of-flat cars through the transitional steps is now explained.

Assume a loaded pair of flat cars to be at a station with parallel tracks specially gauged 57%" with locornotive L coupled thereto and brakes acting to hold the platforms 1 and 2 in parallel relationship. In the event platforms 1 and 2 are not found parallel, then locomotive L exerts such push as necessary to cause the platforms 1 and 2 to assume a parallel position at which time brakes are applied. With the pair of flat cars positioned as shown in Fig. 8 the locomotive starts its pulling action while simultaneously releasing all brakes. The releasable energy stored in the combination link pivotal stop and spring-biased energy-storing device affecting platform 1 adjacent the locomotive will be added to the initial -pull of the locomotive and cause the outer bogie 12 coupled to the locomotive to move initially on track R in the direction of locomotive pull. Such action by the outer bogie 12 causes the platform 1 to rotate about its 'kingpin'11 apertured at15' to the common bogie 13 which action disrupts the previously stable counteracting energies of the respective energy-storing devices of platforms 1 and 2. 'Such unstable energy causes the common bogie 13 to move on track R one-half the distance of the initial movement of outer bogie 12 on track' R In a similar manner as the two outer bogies 12 and-1'4 have been previously shown in Figs. 35, 36 and37 to swing divergently of each other a distance of 50 duesolely to the action of the energy storing devices when noexternal force is applied, the platforms 1 and 2 assume a similar'tight V formation when aided -by the external complementary initial pulling force of the locomotive. Such motile action of the pair of flat cars in conjunction with the pulling action of the locomotivedisrupts the static inertia of the platforms 1 and 2. When the locomotive has maneuvered track R a distance of 50 its pulling force need only be suflicient to maintain the established momentum of the platform 1 supported by the rolling outer bogie 12 and the roll- -ing common bogie 13 and cause the outer bogie 14 to commenceto roll on track R through component locomotive forces incident to the platforms 1 and 2 so as to maintain the established momentum of platform 2 par- "tially supported by rolling common bogie 13. After the 1 pair of flat cars is s'et in motion on the specially gauged r a pushing action parallel tracks and' continued" pulling of "the locomotive ma'neuvers thefiat' cars along the tracks R 'and R to the convergent portions of such tracks which are standard gauged, the u'eleasable energies of the respective energy-storing devices of platforms 1 and 2 act to'aid thelocomotive,=as the tight V of the platforms 1 and 2 open to a V formation, with decreasingly proportionate mechanical power concurrent with the decreasingly proportionate component forces of the locomotive incident to thesplatfor'ms land 2. With the pair of flat cars positioned as shown in Fig. 9 the effect of the respective energy-storing devices on the platforms 1 and 2 are now of an idling nature. At this point, however, component locomotiveforces incident to the platforms 1 and 2 are reduced sufficiently so that locomotive force required'to maintain the establishedmovement of the pair of fiat cars need be only that force to continue their inertia since no other forces are transferred through the several-links-of this single pair of flat cars. Continued pulling of-the locomotive causes the flat cars to unfold so that the platforms 1 and 2 assume an open V formation as shown in Fig. 10. When the locomotive L and adjacent bogie 12 coupled thereto has traveled the track R past the open switch 5 as shown in Fig. 11, the switch S is closed to divert the common bogie 13 of the platforms 1 and 2 from the supplemental track R to the main track R as shown in Fig. 12. With all three bogies 12, 13 and 14 of the pair of flat cars riding track R the switch S is returned to open position and remains 'open asthetrailing bogie 14 is pulled on the main track with the flat cars again in tandem alignment as shown in 'Fig. 13.

To unloadthe loaded pair of flat cars now in tandem relationship on the main track as shown in Fig. 13 the identical sequential operational steps hereinbefore related as to Figs. 3, 4, 5, 6, 7 and 8 will position the loaded pair of flat cars at a station for the unloading operation. Such operational steps shown in Figs. l4, l5, l6, l7 and 18 are the identical steps shown in Figs. 3, 4, 5, 6, 7 and 8 with the focus point for such perspective views rotated horizontally In operation of multiple pairs of fiat cars, or single pairs of flat cars interdispersed among other railway stock, such of the several pairs of flat cars may be maneuvered individually as a single pair of flat cars in a manner hereinbefore described after use of the tracks R and R for selective switching of the various cars.

In operation of multiple pairs of flat cars with minimum switching, the approach to a station having specially gauged parallel tracks may be any suitable arrangement of divergent track since the selectivity of pushing the outer independentbogies on one track and the pushing of common or connector bogies on the other track is dependent on the sequential operation of the switch connecting the two divergent tracks. However, once the multiple fiat cars are positioned on the specially gauged parallel tracks of a station it is significant that such flat cars can be maneuvered with positive link contact of the several linking members only by a pushing action. To the end that multiple pairs of flat cars act as force transferring members through pushing of individual pairs of flat cars, convergent tracks leading from a station need be arranged to permit the outer independent bogies to maneuver curved tracks in approaching exiting switch means. It is further significant that maneuvering of multiple pairs of fiat cars restricted to requires entering and exiting means to a station and in this connection siding tracks rather than spur tracks are required. Any suitable arrangement of siding track containing parallel station tracks specially gauged 57% may be employed with the restriction that,

since the entering divergent tracks. will be required as exiting convergent tracks, the of outer bogies on one track selectivity for placement and common bogies on the other trackyor vice-versa, is achieved by the selecreaches the track flat cars have maneuvered the divergent sections of siding 'tivity of direction of locomotive push on entering a station. Should a locomotive be pulling multiple pairs of fiat cars toward a station area, or otherwise improperly positioned with respect to the flat cars to push such of flat cars.

In maneuvering of multiple pairs of flat cars, the tandem flat cars are pushed by a locomotive disconnected from the connected multiple pairs of flat cars riding on the main track to impart momentum to the several links of the various flat cars and cause the flat cars to maneuver the divergent sections of the main track and supplemental track after interruption of locomotive push when the leading bogie of the leading fiat car switch means. As soon as the multiple tracks of their own momentum, the locomotive proceeds to make connection with the connected fiat cars and spot them at a station having parallel tracks specially gauged 57%". When the multiple pairs of flat cars are spotted at a station with all brakes applied loading or unloading is done. With multiple pairs of flat cars so positioned at a station the potential energy stored in the combination link pivotal stop and energy-storing. devices is releasable as mechanical power pivotally applied and causes the several platforms to assume sequentially multiple tight V formations. This motile action of the several platforms will occur to assist the locomotive to overcome static inertia when the multiple flat cars at rest are initially pushed by the locomotive concurrent with the releasing of brakes. To return the multiple pairs of flat cars to tandem relationship on the main siding track the disconnected locomotive pushes the connected flat cars to impart momentum to the several links of the multiple pairs of flat cars in the direction of convergent siding tracks. When the leading flat car reaches sections of siding tracks that cease parallelism and start to converge the locomotive interrupts its push and the momentum of the several flat cars which no longer act as force transfer members maneuver the individual links over the convergent sections of the tracks past the track switch means and into tandem alignment on the main siding track.

The detailed operation for positioning the platforms of multiple pairs of flat cars in parallel relationship and transversely perpendicular to or athwart the siding tracks R and R at a station and subsequently returning the multiple pair of flat cars to tandem alignment is as follows: assume multiple pairs of flat cars connected together to be in tandem position as several reproductions of flat cars shown in Fig. 2 with the locomotive L coupled to the adjacent pair of flat cars through standard draft couplings. The locomotive L pushes the multiple pairs of tandem fiat cars along the main track with acceleration towards the divergent sections of siding tracks R and R leading to a station. While the degree of accelerated push by the locomotive varies as to total mass involved (number of cars, loaded capacities, etc.) such accelerated push should be at least sufficient to cause the multiple pairs of tandem flat cars to roll of their own momentum on straight track a distance twice the overall length of the several connected fiat cars. Such specification is substantially required so that the multiple pairs of fiat cars involved will have kinetic energy great enough to provide for potential energy to be stored subsequently in the respective energy-storing devices. When the leading bogie of the leading pair of flat cars has reached the track switch means the locking pin of the draft coupling on the locomotive is disengaged to permit disconnection of locomotive and adjacent pair of flat cars .whereupon the locomotive ceases to push and applies braking power to decelerate the locpmotive'at a rate cars whereupon the locomotive 1 draft coupling on the locomotive greater than the deceleration of the free rolling multiple pairs of tandem flat cars. The decelerating multiple pairs of tandem flat cars, so kicked by a locomotive, travel the main track until the leading bogie of theleading flat car has passed through the open switch means which is a combination switch manually operable or automatically controlled by limit contacts so placed on both divergent siding tracks R and R to alternately open and close access to such tracks. After the leading bogie of the decelerating multiple pairs of fiat cars has passed through the open switch S along the siding track R and the leading 4-wheeled trucks of the common bogie of the leading pair of fiat cars has not yet entered the switch means, the combination switch operable automatically is closed by the limit contact on siding track R being activated by the leading wheels of the leading 4-wheeled bogie of the leading flat car. As the decelerating multiple pairs of tandem flat cars continue their travel of their own momentum, the common bogie of the leading pair of fiat cars is diverted to the divergent siding track R Continued movement of the free rolling flat cars causes the leading wheels of the leading 4-wheeled trucks of the leading twin-trucked common bogie to activate the ,limit contact on the siding track R automatically opening the switch means prior to arrival of the trailing bogie of the leading pair of flat cars at the switch means. With the switch means now lined to permit access to the siding track R continued movement of the free rolling flat cars causes the trailing bogie of the leading pair of flat cars and the leading bogie of the adjacent connected pair of fiat cars to travel the siding track R. As the decelerating multiple pairs of flat cars continue their travel, the leading wheels of the 4-wheeled trucks of the trailing bogie of the leading pair of fiat cars cause the limit contact on the siding track R to automatically close the switch means after the leading bogie of the adjacent connected pair of flat cars has also passed the switch means. Continued movement of the free rolling multiple pairs of fiat cars and alternate switching of remaining twin-trucked common bogies and pairs of single-trucked independent outer bogies connected by draft couplings causes the platforms of the multiple pairs of flat cars to be positioned athwart the parallel station tracks specially gauged 57%" in connected tight V formations as shown in Fig. 41. In maneuvering the divergent siding tracks R and R, the energystoring devices of the several flat cars consume kinetic energy imparted by the locomotive as potential energy and thereby reduce the momentum of the respective fiat cars as the divergent siding tracks R and R are sequentially negotiated.

With the platforms of the multiple pairs of flat cars athwar't the parallel station tracks in tight V formation, the switch means is operated manually to permit the locomotive to travel the siding track R for re-connection to the several connected flat cars. Upon reconnection, the locomotive maneuvers the multiple pairs of fiat cars on the parallel station tracks in conjunction with braking power so as to position the respective platforms in parallel relationship and transversely perpendicular the parallel station tracks for loading or unloading as shown in Fig. 43. After loading 'or unloading, the multiple pairs of flat cars are pushed along parallel station tracks with accelerated force by the locomotive towards the convergent sections of siding tracks R and R. When the leading bogie of the leading pair of fiat cars has reached the transitional portions of track gauge where the parallel sections of station tracks cease to be parallel with special gauge of 57 A" and the gauge of the convergent tracks R and R revert to 56%" the locking pin of the is disengaged to permit disconnection of locomotive and adjacent pair of fiat ceases to push and an the locomotive at a rate the free rolling multiple plies braking power to decelerate greater than the deceleration of pairs of folded flat cars. The decelerating multiple pairs of folded fl'at cars, so'kicked by a locomotive, travel the convergent tracks R" and R with the releasable energy of the energy-storing devices of the respective platforms addingdecreasing kinetic energy to the kinetic energy imparted by the locomotive as the individual platforms of a given pair of fiat cars unfold from parallel relationship to one of substantially V formation, as shown in Fig; 44' and Fig. 45 In order to provide partial release of kinetic energy from the energy-storing devices and transition of the respective platforms of the multiple pairs of flat cars from a parallel relationship transversely perpendicular the parallel station tracks to respective tight V formations, as illustrated in Figs. 38 39, 40 and 41 with respect to centerline of mile post 42, as locomotive push ceases, the parallel station tracks are specially gauged 57%". And to provide subsequently for the complete release of kinetic energy from the energy-storing devices and transition ofrespective platforms from tight V formations to partially unfolded V formations, the leading outer independent 4-wheeled bogie of each respective pair of flat cars travels curved rails coincident with the transition of specially gauged parallel station track of 57% to standard gauged convergent track of 56 /2" as shown in Figs. 44 and 45; With the approach of the free rolling multiple pairs of fiat cars over convergent tracks R and R towards the exiting switch means, such switch means is operated manually to give access to the leading bogie of the leading pair of flat cars from the curved convergent track R to the straight track R Such switchmeans being spring-biased in its co-actable parts permits. the common bogies on straight track R to pass through alternately without further manipulation of switch means.

When the decelerating multiple pairs of fiat carshave al-l negotiated the existing switch means the locomotive L proceeds to make i e-connection with the. connected multiple pairs of flat cars now again in tandem alignment on the main track.

In general operation of folding fiat top railroad cars, the loading and unloading of highway semi-trailers and/ or their demountable containers provides apparatus embodiments with unique selectively which are interchangeable from stations having terminaloperations to team track stations having less than carload operations.

Other modes of embodying the principles of'thisinvention may be used, change being made as regards. the' details described, provided there be employed the features called for in any of the following claims or the conjointly cooperative equivalents thereof 1 claim:

1. Apparatus-system'for endwise loading and-unloading-of the platformsof railroad flat cars, which comprises -a pair of-flat car platforms supported in series by a commonbog-iesupporting the adjoining ends of two car platforms having-a coupling member linking together the adjoining endsofthe platforms in pivotal connection therewith with a pair of twin-axle trucks each supporting one of the pivotal connections and. turnable pivotally concentric with respect thereto and with a pair of independent deck-b'earing bogies supporting the respective non-adjoining ends of the platforms in pivotal connection therewith, such four pivotal connections adapted so that the distances between the two pivotal connections of the pair of platforms are equal and further adapted so that the distance between the two pivotal connections of the common bogie is equal to the sum of the two distances between the pivotal connection and the respective protruding extremity of each of the two independent bogies which two latter distances are also adapted equal to each other, each end of each platform thus having pivotal connection with the respective supporting bogie and the three supporting bogies thus spaced equally apart to comprise a composition of linked apparatus whereby the platforms are turnable at right angles to the bogies for placing the platforms in jack-knifed position parallel to one another athwart a pair of parallel tracks with the common bogie on the one track and the independent bogies on the other track, a station having a pair of especially gauged parallel tracks accessible in connection with arailroad main spur and a supplemental spur leading therefrom together representing the pair of tracks and track-switch means operable sequentially to close access: from the main spur to the supplemental spur for a locomotive pushing the cars in series along the main spur to advance the leading independent bogie past the switch meansand then operableto open access to advancement of the common bogie onto the supplemental spur and again. operable to close access to advancement of the trailing independent bogie past the switch means on the main spur until the platforms assume the jack-knifed parallel position for endwise loading or unloading, and a pair of energy-storing means mounted on each platform one of each pair being alternately'effective between the common bogie and the adjoining end portions of a respective platform to resist resiliently jack-knifing movement of the platforms to impart integral stability to the composite linked vehicle while storing potential releasable energy incident and corresponding to said movement whereby the energy becomes effective when released to reverse the jack-knifing movement of the platforms on the tracks and the switch means becomes operable to allow the cars to be re-aligned upon the mainspur.

2. Apparatus system according to claim 1, in which the pivotal connections between the platforms and the bogiesare'effected by kingpins secured to and depending from the platforms of the flat cars at each end thereof with the distance between the-kingpins on each platform equal and 'not less than the distance between the longitudinal center'lines of the pair of especially gauged parallel station tracks.

3'. Apparatus according to claim 2, wherein the distancebetweenthe kingpins engaged with said coupling member is greater than twice the radial distance from kingpin to its associated corner of the platform, and said independent bogies include protruding extremities which are disposed in abutting relationship when the cars are parallel to maintain the kingpins engaged therewith spaced apart the same distance as the last mentioned kingpins.

4. Apparatus according to claim 1, wherein means are provided on the abutting ends of the platforms which are engageable with said common bogie when the platforms are side by side and parallel to impart stability to the pairof parallel platforms by limiting their individual rotation to a perpendicular position with respect to the common-bogie.

5. Apparatus system according to claim 1, in which the energy-storing means are mounted to be effective between respective platforms and the coupling member.

6. Apparatus system according to claim 1, in which the energy-storing devices comprise a plunger carried by the platform spring-biased into contact with the coupling member and adapted to store mechanically releasable energy by spring compressionincident to the jack-knifing movement ofthe platforms.

7. The method of endwise loading and unloading of the platforms of a pair of railroad flat cars having a deck-bearing common bogie supporting the abutting ends of the platforms and an independent deck-bearing bogie supporting each outboard end with each platform end pivotally connected to a respective bogie whereby the platforms together with the common bogie present a multi-link system having a pair of inner pivot-points defining the length of the intermediate link which is greater than the summation of one-half the width of each of the two adjacent platforms represented by the common bogie and a pair of equally spaced outer pivotpoints defining with the inner pivot-points the length of the outer links represented by the platforms, which 19 method comprises the steps of pushing the link system on railroad tracks with the links in linear arrangement along a main spur track to advance the leading outer pivotpoint along the track past the juncture therewith of a branch spur track, continuing the push while diverting the two inner pivot-points onto the branch spur track, further continuing the push while advancing the trailing outer pivot-point along the main spur track past the juncture with the branch track until the outer links assume a diverging angular position with respect to each other,

still further continuing the push over divergent tracks until the divergent tracks become; parallel. and the outer links are parallel to one another while overcoming resiliently yielding forces set up within the system through energy-storing devices therein tending to resist such further movement so as to impart stability to the linked system, and finally diminishing the push over parallel tracks while energy in the energy-storing devices remains as potential energy within the linked system readily releasable as kinetic energy from motile forces when the linked system changes its character from a system of mobility to a system of motility, holding by braking action the outer links in parallelism with one another against said motile forces for endwise loading or unloading of the platforms, releasing the braking means thereby permitting stored energy tomove the outer links from parallelism athwart parallel tracks into a divergent angular position with respect to each other athwart parallel tracks, and finally pulling the non-parallel platforms of the link system through the reverse motions upon a pair of parallel station tracks which converge through switch means to a single track to return the links to their linear position.

8. A railroad composite vehicle for hauling semitrailers and demountable containers piggyback, comprising a pair of fiat car platforms in end-abutting relationship with a kingpin adjacent each end of each platform, a draft bar equipped bogie including a wheel-bearing truck supporting a deck thereabove into which fits the kingpin at the outboard end of one platform, another draft bar equipped bogie including a wheel-bearing truck supporting a deck thereabove into which fits the kingpin at the outboard end of the other platform, a platformconnecting bogie including twin wheel-bearing trucks supporting a straight-sided platform-coupling deck thereabove into each end of which fits a kingpin from the inboard abutting end of each platform with the coupling deck having each end thereof curved, and an energystoring device supported from each side of each platform adjacent the abutting ends thereof and idly coactable with the adjacent curved end of the coupling deck as there is pivotal movement of 45 degrees or less between deck and platform and operable with proportionate bearing action against adjacent straight sides of the coupling deck as there is pivotal movement of more than 45 degrees to a maximum of 90 degrees between deck and platform whereby external force is storedas potential energy for proportionate release when pivotal movement between deck and platform is from the maximum of 90 degrees to more than 45 degrees.

9. Apparatus according to claim 8, with the addition that the curve of each end of the coupling deck is curved to have the same radius from its adjacent kingpin equal to one-half the distance between the straight-lateral edges of the coupling deck. 1

10. Apparatus according to claim 8, with the addition that each draft bar equipped bogie has its other end elongated beyond the lateral edge of its supporting platform when the draft gear equipped bogie is at right angles to the platform a distance equal to one-half the distance separating the lateral edges of the platforms supported at the platform-connecting bogie when the platform-connecting bogie is at right angles to the platforms.

11. Apparatus according to claim 8, wherein each energy-storing device comprises a cylinder housing a spring-biased piston rod adapted with outwardly thrust whose free end is idly coactable with the adjacent curved end of the coupling deck and operable with bearing action against the straight side of the coupling deck.

12. A railroad composite linked vehicle. for hauling demountable containers and semi-trailers piggyback comprising as two links thereof a pair of flat car platforms irr abutting relationship with a kingpin adjacent each end of each platform, a link connected to the outboard end of one of these two links made up of a bogie including a wheel-bearing truck supporting a deck thereabove into which fits the kingpin at the outboard end of one platform, another link connected to the outboard end of the other of these two links made up of a bogie including a wheel-bearing truck supporting a straight-sided deck thereabove into which fits the kingpin at the outboard end of the other platform, and a connector link made up of a platform-connecting bogie including twin wheelbearing trucks supporting a coupling deck thereabove into each end of which fits a kingpin from the abutting end of each platform with the coupling deck having each end thereof curved to have the same radius from its adjacent kingpin, and an energy-storing device supported from each side.of each platform adjacent the abutting ends thereof as a means for storing externally applied force as potential energy when the linked vehicle is changed from linear to jack-knifed relationship to be released as kinetic energy for motile operation of the linked vehicle on a pair of especially gauged parallel station tracks when no external force is available and for supplemental internal force when external force is applied to the linked vehicle as the linked vehicle is changed from jack-knifed to linear relationship.

References Cited in the file of this patent UNITED STATES PATENTS Germany Nov, 12, 1936 

